Car-brake.



No. 697,283. Patented Apr. 8, I902.

r. F. SHAFFEB. CAR BRAKE.

(Application filed Jan. 18, 1902.)

2 s heets-sheet I.

(No Model.)

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No. 697,283. Patented Apr. 8, I902.

r. r. SHAFFER.

CAR BRAKE.

(Application filed Jan. 18, 1902. (No Model.) 2 Sheets-Sheet 2.

UNTTED STATES PATENT OFFICE.

FRANCIS F. SHAFFER, OF CUMBERLAND, MARYLAND.

CAR-BRAKE.

SPECIFICATION formingpart of Letters Patent No. 697,283, dated April 8, 1902.

Application filed January 18,1902. Serial No. 90,345. (No model.)

To all whom it may concern.-

Be it known that I, FRANCIS F. SHAFFER, a citizen of the United States, residing at Cumberland, in the county of Allegany and State of Maryland, have invented new and useful Improvements in Oar-Brakes, of which the following is a specification.

My invention relates to car-brakes and the operating mechanism therefor, the same being particularly designed for use in connection with the sectional car-truck disclosed in my application for patent, Serial No. 79,599, filed October 22, 1901.

The object of the invention is to provide novel means for preventing all recoil of the car when the brake is applied or released, to equalize the braking-pressure on each wheel of the truck, whether in normal or curved position, to remove all pressure from the axle, and to apply the pressure upon the wheels above the axle, and thereby increase the effectiveness of the braking action.

Other objects and advantages of the invention will hereinafter appear, and the novel features thereof will beset forth in the claims.

In the drawings forming part of this specification, Figure 1 is a side elevation of a sectional car-truck with my improved braking mechanism connected therewith. Fig. 2 is a plan view showing the brake-rods and the means for actuating the same. Fig. 3 is a sectional view showing a novel form of universal joint employed. Fig. 4 is an elevation of the same, and Fig. 5 is a detail view of the coupling-piece forming part of the said universal joint.

Like reference-numerals indicate like parts in the difierent views.

I have shown my invention in connection with a truck made up of the sections 1, 2, and 3, flexibly connected with each other, so that the same may turn independently, and having wheels 4, 5, and 6 mounted, respectively, thereon. Secured to each side beam of the frame of the section 1 is a bracket 7, in which is fulcrumed a brake-lever 8, having a footpiece 9 pivoted thereto and carryinga brakeshoe 10. The brake-shoe 10, on each side of the car, is adapted to be moved into frictional engagement with each of the wheels 4 when the brake-lever 8, connected therewith, is opthis arrangement a more efiective braking action upon the wheel may be produced. Cooperating with each of the wheels 5 of the central truck-section 2 are two brakes, one on each side of the vertical medial line of said wheels and above the axle on which they are mounted. The brake-lever 11 is fulcrumed upon a bracket or extension 12 at one end of the side beam of the frame of the truck-section 2, and has one arm extending outwardly toward the wheel 4 and the other arm curved upwardly toward the wheel 5, as shown. The upwardly-curved arm of said brake-lever carries a footpiece 13 and brake -shoe 14, similar in all respects to the footpiece 9 and brake-shoe 10, heretofore referred to. Pivoted to the outwardly-extending arm 15 of the brake-lever 11 is a floating lever 16, and fulcrumed upon a bracket 17 on the under side of the side beam 2 of the frameof the trucksection'l is an equalizing-lever 18. The outer or free end of the floatinglever 16 is pivotally connected through a link 19 with the outer or free end of the equalizing-lever 18. The free end of the brake-lever 8 is also connected through a link 20 with equalizing-lever 18 at a point intermediate the ends of the latter. Fulcrumed upon the bracket 12 is a bell-crank lever 21, having one arm thereof pivotally connected through link 22 with the floating lever 16 at a point intermediate its ends. By this construction it will be seen that when the link 22 is raised, due to a rocking movement in one direction of the .bellcrank lever 21, the arm 15 of the brake-lever 11 will also be raised, and the brake-shoe 14, carried by said brake-lever, will be moved into engagement with the rim of the wheel 5. T e equalizing-lever 18 will also have its free end elevated through the link 19, which connects the same with the lever 16. When the latter action takes place, the free end of the brake-lever 8 will be raised through its link connection with the lever 18, and the brake-shoe 10, carried by the lever 8, will be moved into engagement with the wheel 4. It will thus be seen that it is merely necessary to rock the bell-crank lever in the proper direction to apply both the brake-shoes 10 and 14 to the wheels with which they cooperate. The pressure exerted by each of said shoes on said wheels will be exactly the same, due to the equalizing action of the connections between said parts. The truck-section 3 has secured to each of the side beams of the frame thereof a bracket 23, similar in all respects to the bracket 7, heretofore referred to, and having a brake-lever 24, carrying a footpiece and a brake-shoe 26, cooperating with the wheel 6 and similar in all respects to the corresponding parts 8, 9, and 10 on the truck-section 1. The truck-section 2 also has pivoted to a bracket 27 thereon the 'curved brake-lever 28, carrying the footpiece 29 and brake-shoe 30, similar in all respects to .the bracket 12, brake-lever 11, footpiece 13, and brake-shoe 14 on the opposite side of the wheel 5. The outwardly-extending arm 31 of the brake-lever 28 also has pivoted to it the floating lever 32, connected through the link 33 to the equalizing-lever 34, fulcrumed on the bracket 35 on the frame of the truck-section 3, which parts are similar in all respects to the parts 15, 16, 19, 18, and 17, heretofore referred to. The equalizing-lever 34 is pivotally connected through a link 36 to the brake-lever 24, and the floating lever 32 is connected through a'link 37 to a bell-crank lever 38, similar in all respects to the parts 20, 22, and 21, heretofore referred to. \Vhen the bell-crank lever 38 is rocked in the proper direction, the brake-shoes 30 and 26 will be applied to the wheels 5 and 6 in the same manner that the brake-shoes 14 and 10 are applied to the wheels 5 and 4 during the rocking operation of the bell-crank lever 21., as above described.

Now to apply all of the brake-shoes 10, 14, 30, and 26 to the wheels4, 5, and 6 I provide means whereby both of the bell-crank levers 21 and 38 may be rocked in the proper direction simultaneously. This means consists of a brake-rod 39, capable of longitudinal movement and having a chain or flexible portion 40 therein which passes around a pulley or roller on the upper free end of the bell-crank lever 38, so as to have a sliding connection therewith, the said rod being rigidly connected at its end to the upper free end of the bellcrank lever 21. By this construction it will be seen that when the brake-rod 39 is drawn outwardly the upper free ends of the bellcrank levers 21 and 38 will be drawn toward each other, with the result that all of the brake-shoes are applied to the difierent wheels of the truck simultaneously and as above described. When the brake-rod 39 is released, the brake-shoes are removed from frictional contact with the wheels with which they cooperate by gravity,due to the excessive weight of the end of each of the brake-levers opposite that to which the brake-shoes are respectively connected,

It has heretofore been stated that the (lifferent sections of the car-truck are flexibly connected to each other, so that one may turn while passing around a curve independently of the other. During this turning movement of the truck-sections with respect to each other the distance between the wheels 4, 5, and 6 will vary, and to avoid any derangement of the brake connections at such times I provide for a universal connection between the links 19 and 33 and the floating levers 16 and 32. As the connection between each of these parts is identical, a description of one will be sufficient. The upper end of the link 19 is forked or bifurcated, and between the branches 41 thereof the end of the floating lever 16 is located. The upper surface of the end of the lever 16 is formed with a hemispherical socket 42, in which fits a ball 43 on the lower end of the coupling-piece 44. The upper end of said coupling-piece is provided with a loop or arched portion 45, through which and the "branches 41 of the fork at the upper end of the link 19 passes a bolt 46, the said bolt having a key or cotter-pin 47 passing through the end thereof opposite its head for retaining the .same in place. This construction provides a universal joint between the link 19 and the lever 16, pivotal movement of the two parts one on the other being provided for by the bolt 46, and lateral turning movement of the lever 16 on the link 19 being provided for by the ball-and-socket connection between said lever 16 and the coupling-piece 44. It will thus be seen that in any position of the wheels of the truck, whether upon a straight or a curved track, the operation of the bell-crank levers 21 and 38 will serve to apply the various brake-shoes with equal pressure upon all of the wheels.

It will be obvious, of course, that duplicate sets of brake-shoes and the operating mechanism therefor will be used on opposite sides of the car and that the brake-rod 39 of each set of mechanism may be actuated in any suitable manner. However,l propose to operate the brake-rods 39 on opposite sides of the car by the arrangement of instrumentalities now to be described. Fulcrumcd to the under side of the car within the straps 48 are the levers 49 and 50, each of said levers being pivoted at its outer end to one of the brakerods 39, as clearly shown. Said levers 49 and 50 are connected to each other by the links 51 52 and the rod 53. By moving the rod 53 longitudinally of the car in one direction or the other a movement of both of the brakerods 39 in the opposite direction will be brought about for the purpose of applying or releasing the brakes. This movement of the rod 53 may be efiected by means of the brakecylinder 54 of the ordinary and well-known air-brake system, the piston of which is conpulley 59.

Each of the brake-shoes heretofore referred to is provided on its upper surface with a dovetail channel or recess for the reception of the footpiece to which said shoe is secured. The said footpiece is provided withsharp or correspondingly-shaped side edges which cooperate with the side walls of said groove or channel for retaining the two parts in looking engagement with each other.

Having now described my invention, what I claim as new, and desire to secure by Letters Patent, is-

l. The combination with a series of carwheels arranged in line with each other and a series of brake-shoes therefor, designed to engage the rims of said wheels above the axles thereof, brake-levers for said shoes having the arms thereof opposite the points of attachment of said shoes heavier than said shoes, and common actuating means for simultaneously applying all of said brake-shoes to said wheels, the weight of the heavier arms of said levers serving to automatically remove said shoes from engagement with said wheels when the brake-actuating mechanism is released.

2. The combination with a series of carwheels arranged in line with each other, a pair of brakes for the central wheel of the series, and a brake for each of the end wheels of the series, of two levers, one cooperating with one of the brakes for the central wheel and with the brake for one of the end wheels, for operating them, and the other cooperating with the other brake for the central wheel,and with the brake for the other end wheel, for operating them, and means for rocking said levers simultaneously, for applying all of said brakes at the same time.

3. The combination with a series of carwheels arranged in line with each other, a pair of brakes for the central wheel of the series, and a brake for each of the end wheels of the series, of two levers, one cooperatin g with one of the brakes for the central wheel and with the brake for one of the end wheels, for operating them, and the other cooperating with the other brake for the central wheel, and with the brake for the other end wheel, for operating them, and a brake-rod secured to one of said levers and'having a sliding connection with the other, whereby upon the operation of said brake-rod, both of said lovers will be rocked, and all of said brakes will be simultaneously applied.

4. The combination with a series of carwheels arranged in line with each othcr,a pair of brakes for the central wheel of the series, and a brake for each of the end Wheels of the series, of two lovers, one cooperating with one of the brakes for the central wheel and with the brake for one of the end wheels, for operating them, and the other cooperating with the other brake for the central Wheel, and with the brake for the other end wheel, for operating them, and a brake-rod secured to one of said levers, and having a flexible portion therein which passes around a pulley on the other of said levers, whereby when said brake-rod is operated, both of said lovers will be rocked and all of said brakes will be simultaneously applied.

5. The combination with a plurality of carwheels arranged one in front of the other, and brake-shoes for said wheels, of brake-levers connected with said shoes fulcrumed upon the car-truck, and having their free ends extending toward each other, an equalizing-lever f ulcrumed upon the car-truck, a link connecting said equalizing-lever with the free end of one of said brake -levers, a floating lever pivoted to the free end of the other of said brake-levers, and having a link connection with said equalizing-lever, and brakeactuating mechanism acting upon said floating lever for applying both of the brake-shoes to said wheels simultaneously.

. 6. The combination with a plurality of carwheels arranged one in front of the other, and brake-shoes for said Wheels, of brake-levers connected with said shoes fulcrumed upon the car-truck, and having their free ends extending toward each other, an equalizing-lever f ulcrumed upon the car-truck, alink connecting said equalizing-lever with the free end of one of said brake-levers, a floating lever pivoted to the free end of the other of said brake-levers, and having a link connection with said equalizing-lever, an operating lever fulcrumed upon the car-truck, and having a link connection with said floating 1ever, and brake-actuating mechanism acting upon said operating-lever for applying both of the brake-shoes to said wheels sin1ultaneously.

7. The combination with a plurality of sections of a car-truck, capable of turning move ment independently of each other, car-wheels carried by each of said truck-sections, and arranged one in front of the other, and brakes for said wheels,of brake-actuating mechanism for applying both of said brakes simultaneously, equalizing connections between said brake-actuating mechanism and said brakes, including a lever and a link, and a universal joint between said lever and link.

8. The combination with a plurality of sections of a car-truck, capable of turning movement independently of each other, car-wheels carried by each of said truck-sections, and arranged one in front of the other, and brakes for said wheels, of an operating-lever for applying both of said'brakes simultaneously, equalizing connections between said lover and IIO said brakes, and a universal joint between two of the parts of said equalizing connections.

9. The combination with a plurality of sections of a car-truck, capable of turning movement independently of each other, car-wheels carried by each of said truck-sections, and arranged one in front of the other, and brakes for said wheels, of brake-levers connected with said brakes, fulcrumcd respectively on said truck-sections and having their free ends extending toward each other, an equalizinglever fnlcrumed upon one of said truck-sections and having a link connection with one of said brake-levers, a floating lever pivoted to the other of said brake-levers, a link pivoted to said equalizing-lever and having a universal-joint connection with said floating lever, and brake-actuating mechanism acting upon said floating lever for applying both of said brakes simultaneously.

10. The combination with a plurality of sections of a car-truck, capable of turning movement independently of each other, car-wheels carried by each of said truck-sections, and

arranged one in front of the other, and brakes for said wheels, of brake-levers connected with said brakes, fulcrumed respectively on said truck-sections and having their free ends extending toward each other, an equalizinglever fulcrumed upon one of said truck-sections and having a link connection with one of said brake-levers, a floating lever pivoted to the other of said brake-levers having a hemispherical socket in its outer end, a link pivoted to said equalizing-lever and havinga fork at its upper end, between the branches of which said floating lever is located, a coupling-piece located between the branches of said fork provided with a ball which fits within the socket in said floating lever, and having a loop adjacent to said ball, a pivot-pin extending through said loop and through the branches of said fork, and brake-actuating mechanism acting upon said floating lever for applying both of said brakes simultaneously.

11. The combination with a pair of brakerods longitudinally movable on the under side of a car, and operatively connected with the car-brakes, of levers connected respectively to said brake-rods fulcrumed to the under side of the car, and extending toward each other, links pivoted to the inner ends of said levers, a cross-rod connecting said links, a brake-cylinder having the piston thereof operatively connected with said cross-rod, a lever fulcrumed to the under side of the car and operatively connected to said cross-rod, and a cord or chain connected with the latter lever, by means of which the brakes may be operated by hand.

In testimony whereof I have hereunto set my hand in presence of two subscribing Witnesses.

FRANCIS F. SHAFFER.

Witnesses:

J. B. HUMBIRD, GEO. E. DE NEEN. 

